DE202018003439U1 - System for operating and changing accumulators in electrically powered motor vehicles - Google Patents

Abstract

Electric drive device of a motor vehicle (110) with a manual, semi-automatic or fully automatic exchangeable motor vehicle accumulator for electrical refueling, characterized in that the motor vehicle accumulator is subdivided into small accumulator modules which are accommodated in at least one accumulator compartment (250) comprising at least one accumulator shaft (260).

Description

STATE OF THE ART

The invention relates at least in part to electrically driven motor vehicles with replaceable accumulator (motor vehicle accumulator) according to the preamble of claim 1.

From the DE 10 2006 047 654 A1 A device for automatically changing from an accumulator in an electrically driven motor vehicle is already known.

The batteries used today are mainly Li-ion, LiFePo, LiPo or NiMH accumulators. The capacities used and thus also the size and the volume of the motor vehicle accumulator are inter alia dependent on the vehicle type and the desired range. Small passenger cars have a Kraftfahrzeugakkumulator with a capacity from about 20 kilowatt-hours, while large passenger cars with high range have a Kraftfahrzeugakkumulator with a capacity of up to 90 kilowatt-hours. Accumulators with such capacities have a weight between 120 kilograms and 500 kilograms in a volume between 80 liters to 250 liters and are therefore very difficult to change and handle.

The motor vehicle accumulator represents a considerable cost factor in motor vehicles that are at least partially electrically driven. The accumulator ages on the one hand due to the use, so that the achievable charging cycles, usually with up to 1000 charging cycles, are limited. In addition, it comes to a temporal aging, which is why the accumulator must be replaced without use for currently mostly about 8 years. If an accumulator does not use the 1000 charging cycles within its life span of approx. 8 years, it nevertheless shows signs of wear and must be replaced. For this reason, an economic accumulator use is given only if it is dimensioned so that the 1000 charging cycles are reached before a significant temporal aging phenomena occurs. The actual capacity of the motor vehicle accumulator must therefore be adapted to the actual use of the vehicle, which may change over the vehicle's life.

The invention is in particular the object of flexibly adapting the capacity of the motor vehicle battery to the actual required capacity and thus to ensure an economic accumulator usage. This adaptation is to be made possible manually, semi-automatically or fully automatically by changing at least parts of the motor vehicle accumulator.

Existing change concepts provide only the change of the entire motor vehicle battery and thus do not allow easy adaptation of the capacity to the actual needs whereby the batteries can not be used efficiently.

Due to the size and weight of existing motor vehicle batteries whose change requires a complicated and expensive exchange infrastructure, which this can be introduced nationwide only with great effort.

Existing automobile batteries must be specially adapted for each type of motor vehicle to suit the size, shape and electrical specifications of the type of vehicle. A uniform use of a motor vehicle battery for different types of motor vehicles is therefore not possible, therefore, different types of motor vehicle accumulators must be kept in stock in an accumulator changing station, which increases the storage costs. The complexity of the entire system is higher.

DISCLOSURE OF THE INVENTION

The invention therefore provides for the previously large and heavy Kraftfahrzeugakkumulator to divide into smaller, self-contained and unified accumulator modules which are in a series and parallel connection. Depending on the type of motor vehicle and the required capacity of the motor vehicle accumulator, the motor vehicle can be equipped with more or fewer accumulator modules. A battery module should have a weight between 10 kilograms and 30 kilograms, preferably 16 kilograms, to allow a manual change. With a 16 kilogram battery module including housing and electronics, a capacity of approx. 2.5 kilowatt hours can be achieved with current accumulator cells. To operate an average middle-class passenger car with an average of 38 kilowatt-hours total capacity of the motor vehicle battery thus approximately 15 accumulator modules are necessary.

It is proposed that the voltage of an accumulator module is an integer fraction of the usual operating voltage of electric vehicles. The operating voltage of electrically powered vehicles is usually 360 volts. Ideally, the voltage of a battery module at 60 volts, 90 volts, or 120 volts so that they are connected in series can and thus reach the 360 volt operating voltage.

The Kraftfahrzeugakkumulator consists of at least one Akkumulatorstrang formed of at least one, preferably two to six, accumulator modules are in series. Each accumulator strand thus has the specific electrical capacity of the accumulator modules and their accumulated voltage. Each accumulator train includes a device which establishes the electrical connection to the accumulator-internal high-voltage bus via a line-connection module.

The Kraftfahrzeugakkumulator can be extended by the parallel connection of several Akkumulatorstränge in its capacity. The prerequisite for this is that each accumulator train has the same number of accumulator modules. The Kraftfahrzeugakkumulator consists, depending on the type of motor vehicle, of at least one, preferably one to 30 Akkumulatorsträngen. The accumulator strands can differ in terms of the energy content / cell chemistry / state of aging of the cell.

The invention provides that when loading a battery line by an automatic change stations all modules within an accumulator train on the at least a similar amount of energy or state of charge, otherwise not all modules can be completely discharged. The module with the lowest energy content defines the maximum amount of energy that can be removed. The modules are assembled by the automatic changing station in terms of their state of charge or energy content suitable for a strand.

The invention provides within the Kraftfahrzeugakkumulators before an electrical interconnection of the individual Akkumulatorstränge, which makes it possible to switch on or off individual Akkumulatorstränge for the operation of the motor vehicle. As a result, the motor vehicle can also be operated if not all of the accumulator strings present in the motor vehicle are equipped with accumulator modules. Furthermore, the accumulator strings can be switched so that they are discharged sequentially during motor vehicle operation.

Since the individual accumulator strands may have different voltages due to differences in charge, wear, or manufacturing tolerances of the accumulator modules, an adaptation of the voltages of parallel to be switched accumulator strands necessary to avoid high Ausgleischsstromspitzen that could damage the electronics. The system has a strand connection module, which can adjust the voltages when connecting the batteries in parallel or limiting the recharge current. For this purpose, different variants can be used, which are described below.

A possible variant is to carry out a charge equalization by purposeful discharging of the accumulator strands prior to the initial interconnection of the accumulator strands until the accumulator strands provided for the parallel connection have reached the voltage level of the accumulator strand with the lowest voltage. For the operation of the motor vehicle, the electrical power of one or agile accumulator strands may be sufficient. Thus, not necessarily all accumulator strands must be brought to a voltage level, but only at least the minimum number of Akkumulatorsträngen that are necessary for the operation of the motor vehicle. The resulting Akkumulatorstrangpaarungen can then be used for motor vehicle operation. It is possible to switch between the pairs of accumulator strings thus created. In this variant, a parallel connection of different accumulator strands, however, only possible if they are driven by targeted unload / load to an equal voltage level. Switching off individual strands is possible at any time. For uninterrupted switching of Akkumulatorstränge the use of an energy buffer memory and a coordination with the current load case and thus required by the vehicle electrical energy consumption is advantageous.

Another variant envisages a DC-DC converter (DC / DC converter) installed in the line-connection module. This operates bidirectionally and can raise or lower the voltage of the respective accumulator string to a defined voltage level. This makes it possible to flexibly dispense the energy spewed from the accumulator strands or spewed into them. Thus, the removed power can be e.g. be distributed asymmetrically to the Akkumulatorstränge or the charge between different Akkumulatorsträngen be redistributed (as an example, accumulator strand A is charged from Akkumulatorstrand B and D). In addition, the parallel operation of any Akkumulatorsträngen with different state of charge or different cell chemistry is possible. Furthermore, the voltage on the vehicle Hochsvoltbus driving situation can be specifically adapted to achieve a higher efficiency in the interaction between inverter and electric motor.

A further variant consists in the balancing of the voltages of the battery strings to be switched in parallel ( Charge balance control) controlled by the accumulator controller. This acts on the voltage of individual battery cells and thus can also specifically affect the voltage of a battery bank.

The individual accumulator modules include an accumulator module controller for monitoring the specific electrical and thermal parameters. In this case, at least one cell voltage, usually all cell voltages, at least one temperature and the total current is measured. The accumulator module controller can communicate with the vehicle, a change station or terminals (e.g., cell phone, technical reader, etc.) via an electrical connection, or even non-contact, and uniquely identify itself.

Each individual accumulator module has a device to at least one pole to disconnect the electrical output voltage. The circuit is controlled by the accumulator module controller. The module is de-energized until it is commanded by a higher-level control unit (the Kraftfahrzeugsakkumulatorsteuerung, changing station, or service interface), for switching on the voltage. If the accumulator module controller detects an internal fault, it may refuse the connection or shut down the accumulator module during operation.

The strand connection module has a safety circuit which can permanently disconnect the respective strand (irreversibly) from the motor vehicle accumulator's high-voltage bus in the event of a fault. This can be done by an electronically or chemically triggered fuse which separates at least one pole. This fuse can also act as a controllable overcurrent protection device for the accumulator train.

The motor vehicle accumulator is connected to the motor vehicle high voltage system bus by means of an accumulator vehicle interface which contains the motor vehicle accumulator control. The accumulator vehicle interface contains a device for at least single-pole, usually all-pole disconnection (AIR - Accumulator Isolation Relay). As well as an overcurrent protection device for the protection of the motor vehicle battery and a pre-charging device which serves to equalize the voltage of Kraftfahrezugakkumulators and the high voltage system buses before closing the contactors.

All connected accumulator modules communicate with the motor vehicle accumulator control by means of a suitable bus system (for example CAN bus). This is further referred to as accumulator communication system. Each accumulator module can unambiguously identify itself and has knowledge of the accumulator cells (including SOC / SOH) as well as billing-relevant additional information.

The accumulator vehicle interface further includes an interface to the vehicle to establish communication with it by means of a bus system and protocol customary for motor vehicles. For example CAN / CAN FD or Automitive Ethernet / Ethernet

The communication between accumulator modules and Kraftfahrzeugsakkumulatorsteuerung and communication with the charging station, or changing station is encrypted via, for example, a public / private key infrastructure and / or certificate handling.

The invention provides that the motor vehicle accumulator is listed in the form of an accumulator compartment. This can accommodate the components of the Akkumulatorstränge from at least one, preferably more Akkumulatorschächten. Depending on the length of the Akkumulatorschachtes one or more accumulator modules can be inserted into a Akkumulatorschacht and thus connected in series. Depending on the required total capacity of the motor vehicle battery and the available installation space, several accumulator shafts can be arranged side by side or one above the other. The distribution of Akkumulatorschächte in the motor vehicle is possible.

The invention provides that in the Akkumulatormodule can be inserted into the Akkumulatorschächte in which they are guided on one or more rails. The rails can be designed as slide rails or with rollers to reduce friction. In the execution of the rails is preferably a dovetail shape to use to ensure a low-backlash guide whereby vibration and vibration can be suppressed during operation

Each accumulator well has a mechanical lock that secures and closes the accumulator modules in place when in place. This locking can be performed positively via pawls, or force fit via a friction pair, or via an electromagnet.

The accumulator compartment on the vehicle can be covered by an automatically opening and closing flap, which is opened for the change process.

The battery modules have at least two electrical connections in the form of connectors located on at least one side, preferably two opposite sides. The invention provides that these electrical connections are compatible with each other and let multiple accumulator modules stuck together when they are on the same rail.

The connector are preferably by means of a spring-loaded pole protector to protect against accidental contact, or contamination of the poles. This polarity protection is to be designed so that it folds away automatically when plugging in the connection and thus releases the plug connection.

One of the two electrical connections can be floating, so that it can move a few millimeters laterally to compensate for any manufacturing tolerances in the positioning of the connections.

The electrical connection of an accumulator module has at least two poles for contacting the battery. The batteries can be charged and discharged via these poles. In addition, the plug has at least two, preferably four, poles for data communication with the battery, e.g. via CAN bus.

In addition to the connectors, at least one, preferably two conical pins are arranged which engage in the nesting of the accumulator modules in sockets of the neighboring accumulator module so as to define its lateral position for the interlocking of the connectors.

The accumulator modules have a handle which facilitates manual handling. The handle is preferably hinged, or perform as a belt so that it can be arranged to save space.

The accumulator modules have features that facilitate automated handling. Thus, at least one groove for a locking and a groove for a separation is provided, preferably the features are to be arranged symmetrically to allow a unidirectional handling.

In order to temper the exchangeable accumulator modules, the invention provides at least one thermal contact. This can be equipped as an air heat exchanger with cooling fins to give or absorb thermal energy in air. The invention also provides a majority planar and as large as possible contact, preferably in the form of a metal, or ceramic plate (e.g., aluminum or copper) on at least one side of the accumulator module. The thermal contact of the accumulator modules can come into physical contact with a temperature-controlled component during installation in the vehicle or the changing station. As a result, heat can be transmitted in both directions, whereby the accumulator module can be both cooled and heated. The vehicle-side tempered component can be through water, or through air, or can be an electric heater, or cooling (for example Peltier element). The vehicle-side thermal contact is preferably to be arranged in the vicinity of the guide rail in Akkumulatorschacht and may be resiliently mounted to be pressed against the accumulator module and thus compensate for manufacturing tolerances. A combination of several thermal contacts for transferring the heat to a plurality of media is also usable.

The invention provides a changing station for the complete or partial replacement of the accumulator modules located in the motor vehicle, which consists of at least one parking space for the motor vehicle, a changing mechanism (for example a robot arm), a storage rack. The storage rack can be extended by a storage robot to increase the storage capacity of the storage rack and to optimize space requirements.

For the automatic change of any number of accumulator modules in the motor vehicle, the vehicle must be controlled to a predetermined parking position either autonomously or manually marked by markings. The parking position of the vehicle must be arranged so that the opening of the accumulator compartment is within the working space of the interchangeable mechanism. An exact alignment of the motor vehicle is not necessary.

The change mechanism has at least four, preferably six, driven axes with which an exchange gripper for receiving at least one, preferably two accumulator modules can be positioned. For changing the accumulator module, the exchangeable gripper drives the opening of an accumulator shaft and removes one or more of the accumulator modules located therein. Subsequently, new accumulator module can be introduced by means of the exchange gripper.

The invention provides that marks are located on the accumulator compartment in the vehicle which are used for automatic position detection of the accumulator compartment. These marks may be attached either to each accumulator well individually or to the accumulator shelf as a whole. The marks can be in the form of optical elements such as black and white objects, or active be illuminated brands to locate them using cameras. The use of a mirror, or retroreflectors that can be touched by laser metrology, or ultrasonic sensors are possible.

The need for the position detection of the battery compartment measuring devices are either stationary mounted in the changing station, or can preferably be mounted on the change gripper of the robot arm. The interchangeable mechanism positions the interchangeable gripper so that it faces the opening of the accumulator compartment on a Akkumulatorschacht.

From the motor vehicle taken and discharged, or partially discharged batteries, the change gripper can then pass directly into an empty compartment of a storage rack where they can be loaded. For this purpose, the storage rack has accumulator compartments in which at least one accumulator module can be inserted. In the accumulator compartments, the accumulator modules are contacted via a plug twisting and can thus be charged and discharged and the accumulator module control can be read out.

Since the working space of the change mechanism and thus the achievable size of the storage rack is limited, the invention provides for changing stations with large storage capacity, from about 20 storage spaces for battery modules, an extension to a storage robot. The storage robot is positioned in direct proximity, preferably between exchange mechanism and storage rack. The storage robot preferably has two driven axles and a bearing gripper which can accommodate at least one accumulator module, preferably four accumulator modules. The storage robot can thus remove accumulator modules from the storage rack at any position and transferred to the change mechanism at a change position.

The invention provides that the accumulator modules have a one-to-one identifier and can thus be identified by machine. This is preferably carried out contactlessly via a bar code or identification by means of electromagnetic waves (RFID). The identification preferably takes place in the vehicle, the change station and the change gripper.

To protect against personal injury caused by the change mechanism, the invention provides a device in front of the presence of persons in the working space of the change mechanism can recognize and this off, if necessary. This can be done directly via motion sensors or light barriers, or indirectly via a plausibility circuit which detects, for example, through closed doors of the motor vehicle or sensors in the interior of the motor vehicle whether all persons present are in the motor vehicle.

list of figures

The invention will be explained in more detail by means of exemplary embodiments.

• 1 die Systemlandschaft mit allen Bestandteilen.
• 2A ein Kraftfahrzeug mit Akkumulatorfach in dem sich der Kraftfahrzeugskkumulator befindet.
• 2B ein Kraftfahrzeug mit Akkumulatorfach und herausgezogenen Akkumulatoren.
• 3A ein Akkumulatormodul von der Rückseite.
• 3B ein Akkumulatormodul von der Vorderseite.
• 4A eine Akkumulatorschacht für die Aufnahme von exemplarisch drei Akkumulatormodulen in Reihe in das zwei Akkumulatormodule eingeschoben werden.
• 4B eine Akkumulatorschacht für die Aufnahme von exemplarisch drei Akkumulatormodule in Reihe das voll bestückt ist und in dem die Akkumulatormodule verriegelt sind.
• 4C eine Akkumulatorschacht für die Aufnahme von exemplarisch drei Akkumulatormodulen in Reihe das voll bestückt ist und in dem die Temperierung der Akkumulatormodule dargestellt ist.
• 5A ein Akkumulatorfach für die Aufnahme von exemplarisch drei Akkumulatormodulen in reihe in einem Akkumulatorschacht und exemplarisch fünf Akkumulatorschächten parallel.
• 5B ein Akkumulatorfach für die Aufnahme von exemplarisch drei Akkumulatormodulen in reihe in einem Akkumulatorschacht und exemplarisch zwei Akkumulatorschächten nebeneinander und drei Akkumulatorschächten übereinander die parallel geschaltet sind.
• 6A ein Leistungspfad im gesamten Kraftfahrzeugakkumulator.
• 6B ein Variante von 6A mit Gleichstromwandlern im Strang-Anschluss-Modul.
• 6C eine elektronische Schaltung der Akkumulatormodule.
• 7 eine automatische Wechselstation.

Hereby show:

• 1 the system landscape with all components.
• 2A a motor vehicle with accumulator compartment in which the motor vehicle accumulator is located.
• 2 B a motor vehicle with accumulator compartment and withdrawn batteries.
• 3A an accumulator module from the back.
• 3B an accumulator module from the front.
• 4A an accumulator shaft for the inclusion of three exemplary accumulator modules in series in the two accumulator modules are inserted.
• 4B a Akkumulatorschacht for the reception of exemplary three accumulator modules in series that is fully populated and in which the accumulator modules are locked.
• 4C a Akkumulatorschacht for receiving exemplary three accumulator modules in series that is fully populated and in which the temperature of the accumulator modules is shown.
• 5A an accumulator compartment for receiving by way of example three accumulator modules in series in a Akkumulatorschacht and exemplarily five Akkumulatorschächten parallel.
• 5B an accumulator compartment for receiving by way of example three accumulator modules in series in a Akkumulatorschacht and exemplarily two Akkumulatorschächten side by side and three Akkumulatorschächten one above the other are connected in parallel.
• 6A a power path throughout the motor vehicle accumulator.
• 6B a variant of 6A with DC-DC converters in the strand connection module.
• 6C an electronic circuit of the accumulator modules.
• 7 an automatic change station.

EMBODIMENT OF THE INVENTION

An inventive system for adjusting the capacity of the Kraftfahrezugakkumulators by changing the accumulator modules is described below.

1 shows the system landscape of the change system consisting of the vehicle network 100 , the change station, the automatic change station 300 , the manual change station 330 , the charging station 140 and the user network 120 , The vehicle network 100 consists of the motor vehicle 110 , the accumulator compartment 250 in which a certain number of accumulator modules 200 can be used. The user network 120 consists of the user 124 and the user terminal 122 which may be, inter alia, a standard smartphone, software in the car, a tablet or a computer. The accumulator 200 of the motor vehicle 100 can either be at the automatic changing station 300 be fully automatically changed, this is the or at the manual change station 330 be changed manually. At the change stations 300 and 330 can also change the number of accumulator modules 200 with which the motor vehicle 100 fitted is to be adjusted within the permissible total cargo capacity of the motor vehicle. The, in the motor vehicle 110 located accumulator modules can also via the charging station 140 are charged when the motor vehicle is connected to this. The communication interface between the user 124 and the change stations 300 . 330 , the charging station 140 and the motor vehicle 110 takes place via the user terminal 122 ,

2A shows the vehicle network 100 consists of the motor vehicle 110 and the accumulator compartment 250 in which the Kraftfahrzeugakkumulator is housed in detail.

2 B shows the vehicle network 100 consists of the motor vehicle 110 and the accumulator compartment 250 and all examples 15 Akkumulatormodulen 200 which in this variant in five juxtaposed Akkumulatorschächten ( 260 please refer 4A to 4C ) each with three accumulator modules ( 200 please refer 3A and 3B ) are arranged. In the illustration, all accumulator modules are removed from the shafts along the removal direction. A removal of only individual accumulator modules is also possible.

3A shows an accumulator module 200 from the back with the guide groove 202 for receiving the accumulator module on a rail ( 270 please refer 4A to 4C ). The guide groove is designed as a dovetail guide with sliding pair. The thermal contact 204 consists of a flat plate and is used for temperature control of the accumulator module when used in motor vehicles 110 or one of the changing stations 300 or 330 can be used and against which a heat sink ( 274 please refer 4C ) is pressed. The locking groove 208 and the singular groove 206 facilitate automated handling. The locking groove is used 208 as a point of attack for a gripper, or a bolt for fixation. The singular groove 206 is used for separating in the automatic promotion in which a singler can intervene. The backside electrical contact 220 with pole protection is designed in this variant as a socket. Next to them are bushings 222 arranged to guarantee a lateral positioning of the connectors and compensate for any play. The electrical contact 220 with guide bushes 222 is floating in this design to compensate for any manufacturing tolerances in the positioning of the connector can. A folding handle 210 facilitates manual handling of the accumulator modules.

3B shows an accumulator module 200 from the front with the guide groove 202 , the thermal contact, the singular groove 206 and the locking groove 208 , The electrical contact 230 is designed in this variant as a plug in the back located socket ( 220 please refer 3A ) an adjacent battery can be inserted. The conical guide pins 232 of the plug-in connection engage in the guide bushings ( 222 please refer 3A ) and ensure when plugging for a defined positioning of the plug to each other.

4A shows a battery bay 260 consisting of the guide rail 270 on the two accumulator modules 200 be deferred. A linear drive 272 ensures the positioning of the accumulator modules on the guide rail 270 , In the guide rail 270 integrated is a heat sink 274 either water, or air flowing around the accumulator modules 200 to temper. The heat sink 274 is through a channel for cooling medium 262 supplied with cooling medium. At the end of the guide rail is an electrical plug connection 220 designed as a socket (analogous to the plug connections of the accumulator module 200 ) is in the accumulator modules 200 plugged in and contacted and to the strand connection modules 280 be connected. At the entrance of the guide rail is a mark 268 which is aligned with the guide rail. Based on the brand, the exact position of the guide rail for the automatic change can be detected. Using a motor for locking 264 can a wave 266 are driven on the latch 265 are located. These bars 265 grab in the locking groove 208 the accumulator modules 200 one around To lock their position in the assembled state and prevent slippage while driving.

4B shows a fully equipped accumulator shaft 260 with three accumulator modules 200 , All accumulator modules 200 were through the linear drive 272 moved into position and to the strand connection modules 280 connected. The accumulator modules 200 are through the bars 265 which about the wave 266 and the engine for the lock 264 driven are locked in their position. The mark 268 at the entrance of the accumulator shaft 260 serves the position detection for the automatic assembly.

4C shows a fully equipped accumulator shaft 260 with three accumulator modules 200 , All accumulator modules 200 were through the linear drive 272 moved into position and to the strand connection modules 280 connected. The mark 268 at the entrance of the accumulator shaft 260 serves the position detection for the automatic assembly. All battery modules are located on the guide rail 270 in which a heat sink 274 which is integrated via a leaf spring 276 on the thermal contact 204 of the accumulator module 200 is pressed. The heat sink 274 can be flowed through with cooling media such as air, or water and thus heated, or cooled by the thermal load during operation of the accumulator modules 200 dissipate, or to heat them at low outdoor temperatures. The heat sink 274 is designed for hol with two chambers which can be flowed through in opposite directions and which are provided with cooling fins.

5A shows a battery compartment 250 consisting of a possible arrangement of five Akkumulatorschächten 260 side by side for mounting in the vehicle. Each accumulator shaft can accommodate three accumulator modules in this design. Also Akkumulatorschächte 260 with more or less load capacity are possible depending on vehicle needs.

5B shows a battery compartment 250 consisting of a possible arrangement of six Akkumulatorschächten 260 side by side and one above the other for mounting in the vehicle. Each accumulator shaft 260 can accommodate three accumulator modules in this design. Also Akkumulatorschächte 260 with more or less load capacity are possible depending on vehicle needs.

6A shows an embodiment of an electric power path according to the invention. Consisting of two accumulator strands as an example 260 each with three accumulator modules 200 which in each case a strand connection module 280 are connected. The extension of this circuit to more, or fewer strands with more or fewer accumulator modules is possible. In theory, any number of, preferably up to 30 accumulator strands can be used 260 in parallel, each having the same number of accumulator modules 200 must contain. The accumulator modules 200 be via a connector 230 . 220 with preferably 8th Poland connected in series for energy transfer. The accumulator modules 200 are interconnected so that only a one-sided connection of the strand to the strand connection module 280 is needed. The strand connection module 280 contains in addition to a current sensor 426 an electrically triggerable separator 461 This is used for irreversible emergency shutdown of the strand in case of failure, for example, in an internal short circuit or in an accident. Furthermore, the strand connection contains module 280 a device for limiting the transfer charge 463 , A recharging current occurs in the moment in which several strings are connected in parallel whose voltage has slight deviations. The current must be limited so that it the performance of Umladstrombegrenzers 463 does not exceed. As soon as the voltages are equalized, the current limit is changed by the charge current limiter 463 canceled. All strands are using an accumulator vehicle interface 450 to the high voltage system bus 447 connected. To support the voltage when switching various accumulator strands contains the accumulator vehicle interface 450 an energy buffer 454 , The accumulator vehicle interface 450 contains two separators 451 to switch off the Allpoligen of Kraftfahrzeugakkumulators and an electrically controllable overcurrent protection device 452 , as well as the associated current sensor and a possibility to preload 453 of the high voltage system bus 447 ,

6B shows a second embodiment of an electrical power path according to the invention. Consisting of two accumulator strands as an example 260 each with three accumulator modules 200 which in each case a strand connection module 280 are connected. The extension of this circuit to more, or fewer strands with more or fewer accumulator modules is possible. This is located in each line connection module 280 a DC-DC converter 464 , This is via the connector 220 all-pole to the first, in the accumulator strand 261 located, accumulator module 200 connected. The individual voltages of all connected accumulator modules are shown above 200 of the accumulator train 261 to disposal. These voltages are applied by the DC-DC converter to the internal high-voltage bus on the accumulator 446 transformed up or down. The DC-DC converter is working bidirectional, so that the accumulator strands 261 loaded or unloaded.

6C shows a partial view of the control engineering structure of a motor vehicle battery with, for example, a single accumulator module 200 as well as the high voltage system bus 447 , This applies equally to variants with / without DC converter 464 out 6A and 6B , The extension of this circuit to several Akkumulatorstränge with multiple accumulator modules is possible. The control and monitoring of an accumulator module 200 forms the accumulator module control 475 , This consists of a logic board and the following subassemblies: communication and power supply 467 , Energy flow control 474 of the accumulator module 200 which is the current sensor 472 monitored and the unipolar switching device 473 controls. The Bedable RFID Module 479 for external communication and identification as well as cell voltage monitoring and balancing device (balancing) 478 and the accumulator cells 474 , The communication to the other modules, as well as the motor vehicle accumulator control 456 takes place by means of a bus system 477 , The strand connection module 280 contains an accumulator string control 460 , This controls and monitors the current sensor 462 as well as possibly trigger the electronic overcurrent protection device 461 , Furthermore, it regulates the parallel connection of several accumulator strings by means of the charge-over current limiter 463 , All accumulator modules become central to the motor vehicle accumulator control 456 which is in the accumulator vehicle interface 450 is controlled. The motor vehicle accumulator control 456 represents the logical connection of the motor vehicle battery to the motor vehicle bus 447 ago.

7 shows an automatic changing station 300 at the a motor vehicle 110 is in an accumulator compartment 250 is mounted like it out 5A is known. An exchange robot 306 with six motorized axles carries an exchange gripper 308 the two accumulator modules 200 and on which the brand position measuring devices ( 268 please refer 4A to 4C ) mounted to the Akkumulatorschächte approach and thus remove accumulator modules, or to be able to equip. A storage robot 302 with two linear axes carries a bearing gripper 310 which can hold up to four accumulator modules. This gantry gripper 310 can from the removable robot 306 be approached to exchange the accumulator modules. The exchanged accumulator modules can be handled by the storage robot 310 in the storage rack 320 be stored and loaded, or removed for the change.

LIST OF REFERENCE NUMBERS

100

Vehicle network

110

motor vehicle

120

User network

122

user terminal

124

user

140

charging station

200

accumulator

202

guide

204

Thermal contact

206

Vereinzelernut

208

locking

210

handle

220

Electrical contact socket ("female")

222

Guide bush plug connection

230

Electrical contact plug ("male")

232

Guide pin plug connection

250

Akkumulatorfach

260

Akkumulatorschacht

261

Akkumulatorstrang

262

Channel for cooling medium

264

Motor for locking

265

bars

266

wave

268

brand

270

leadership Machine

272

linear actuator

274

heat sink

276

feather

280

Stranded connection module

300

Automatic changing station

302

storage robot

306

robot arm

308

AC gripper

310

Gripper storage robot

320

tier shelf

330

Manual change station

416

separator

446

high voltage bus

447

Hochspannungsstembus

450

Battery-vehicle interface

451

separators

452

Overcurrent protection device

453

Vorladevorichtung

454

Energy buffer

456

Kraftfahrzeugsakkumulatorsteuerung

460

Akkumulatorstrangsteuerung

461

Überstromschutzeinrichutng

462

current sensor

463

Umladestrombegrenzer

474

Energy flow control

475

Akkumulatormodulsteuerung

467

Communication and power supply

477

bus system

478

balancing equipment

479

RFID module

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 102006047654 A1 [0002]

Claims (32)

Electric drive device of a motor vehicle (110) with a manual, semi-automatic or fully automatic exchangeable motor vehicle accumulator for electrical refueling, characterized in that the motor vehicle accumulator is subdivided into small accumulator modules which are accommodated in at least one accumulator compartment (250) comprising at least one accumulator shaft (260). Electric drive device according to Claim 1 , characterized in that the accumulator modules (200) are guided in the Akkumulatorschächten (260) on at least one guide (270). Electric drive device according to one of the preceding claims, characterized in that the exchange direction of the accumulator modules (200) is predominantly horizontal. Electric drive device according to one of the preceding claims, characterized in that the Akkumulatorschacht (260) has at least one opening which is located on one side of the motor vehicle (110). Electric drive device according to one of the preceding claims, characterized in that several Akkumulatorschächte (260) can be arranged in any arrangement in the motor vehicle (110). Electric drive device according to one of the preceding claims, characterized in that the Akkumulatorschacht (260) has at least one mark (268) in the vicinity of the opening, which can be used for automated position detection. Electric drive device according to one of the preceding claims, characterized in that in the Akkumulatorschacht (260) located Akkumulatormodule (200) by a linear drive (272) or a resilient element, which is arranged parallel to the guide (270) can be positioned. Electric drive device according to one of the preceding claims, characterized in that the accumulator modules (200) have symmetrically arranged Verrilling grooves (208) and Vereinzellernuten (206) which facilitate automated handling. Electric drive device according to one of the preceding claims, characterized in that in the Akkumulatorschacht (260) located Akkumulatormodule (200) in their freedom of movement parallel to the guide (270) by latch (265) which form-locking in locking grooves (208) in the accumulator module (200) engage can be locked. Electric drive device according to one of the preceding claims, characterized in that the accumulator modules (200) have at least one majority planar thermal contact (204). Electric drive device according to one of the preceding claims, characterized in that in the Akkumulatorschacht (260) at least one heat sink (274) which can be flowed through with liquid or gaseous media and a thermal contact with at least one, on one side of a battery module (200) located thermal Contact (204). Electric drive device according to one of the preceding claims, characterized in that the accumulator modules (200) at least two, to provide an electrical transfer between the motor vehicle (110) and / or two Akkumulatormodulen (200), plug contacts (220, 230) which are located on the to the guide (270) orthogonal sides and which define a direction of insertion which is arranged substantially parallel to the guide (270). Electric drive device according to one of the preceding claims, characterized in that the output voltage of the accumulator modules (200) is an integer fraction of the voltage which is necessary for the operation of the motor vehicle (110), preferably 60 V, 90 V or 120 V. Electric drive device according to one of the preceding claims, characterized in that one or more Akkumolatormodule (200) in Akkumulatorsträngen (260, 261) are connected in series and one or more Akkumulatorstränge (260, 261) can be connected in parallel. Electric drive device according to Claim 14 , characterized in that one or more Akkumulatorstränge (260, 261) switched on for the operation of the motor vehicle, or can be switched off. Electric drive device according to one of Claims 14 or 15 , characterized in that one or more Akkumulatorstränge (260, 261) can be switched on for the operation of the motor vehicle, or switched off whereby a sequential discharge is possible. Electric drive device according to one of Claims 14 to 16 , characterized in that voltage differences between the Akkumulatorsträngen (260, 261) before the parallel connection by the limitation of the charge-reversal current can equalize. Electric drive device according to one of Claims 14 to 17 , characterized in that voltage differences between the Akkumulatorsträngen (260, 261) before the parallel connection by the targeted discharge of individual Akkumulatorstränge (260, 261) with the highest voltage level to the voltage level of the Akkumulatorstrangs (260, 261) are brought to the lowest voltage level. Electric drive device according to one of Claims 14 to 18 , characterized in that each accumulator strand (260, 261) to be connected in parallel is equipped with sorted accumulator modules (200) in such a way that the totalized voltage of the accumulator modules (200) contained therein is within a predetermined tolerance which permits a direct parallel connection of the accumulator strands. Electric drive device according to one of Claims 14 to 19 , characterized in that voltage differences between the accumulator strings (260, 261) can be raised or lowered to a defined voltage level by a bidirectionally operating DC-to-DC converter connected to each individual accumulator string (260, 261). Electric drive device according to one of Claims 14 to 20 , Can be characterized in that the accumulator modules (200) via a Akkumulatormodulsteuerung (475) has at least one measuring cell voltage, at least one temperature as well as the total power and without contact, or read via electrical connection. Electric drive device according to one of Claims 14 to 21 , characterized in that each accumulator module (200) has a device which can switch at least one output voltage. This circuit is controlled by the accumulator controller (475). The accumulator module is de-energized until the accumulator control (475) is commanded by a higher-level control unit for switching on the voltage. In the event of an error, the accumulator control (474) can interrupt the power automatically. Electric drive device according to one of Claims 14 to 22 , characterized in that the strand connection module (280) for connecting the individual Akkumulatorstränge (260, 261) has a safety circuit which can disconnect each strand irreversibly in the event of an error from the internal high-voltage bus. Electric drive device according to one of Claims 14 to 23 , characterized in that the Kraftfahrzeugakkumulator has a safety circuit which can disconnect the Kraftfahrzeugakkumulator at least one pole of the Hochspannungssytembus (447) in case of failure. Electric drive device according to one of Claims 14 to 24 , characterized in that each accumulator module (200) communicates via a bus system at least with the motor vehicle (110). Automatic changing device for exchanging accumulator modules (200) of motor vehicles (110) according to one of the preceding claims, characterized in that an exchangeable gripper (308) which can carry at least one accumulator module (200) can be positioned in space by an exchanging robot (306) to carry out the exchange of at least one accumulator module (200). Automatic changing station (300) for exchanging accumulator modules (200) of motor vehicles (110) Claim 13 , characterized in that measuring devices (eg camera, autocollimator or triangulation sensor) for detecting the position of the mark (268) on the accumulator shaft (260) on the exchange gripper (308), or in the vicinity of the robot arm (306) are mounted. Automatic changing station (300) for exchanging accumulator modules (200) of motor vehicles (110) Claim 13 or 14 , Can be equipped with automatically Akkumulatormodulen (200) characterized in that a storage rack (320) which can store a plurality of accumulator modules (200) in individual subjects and load. Automatic changing station (300) for exchanging accumulator modules (200) of motor vehicles (110) according to one of Claims 13 to 15 , characterized by a storage rack (320) having a storage robot (302) which can position a storage gripper (310) along the storage compartments which can carry at least one accumulator module (200). Infrastructure for exchanging accumulator modules (200) of motor vehicles (110) comprising at least one vehicle network (100), an automatic changing station (300) or manual changing station (330) and a charging station (140) according to one of the preceding claims, characterized in that at least one motor vehicle (110), at least one Change station (300) or at least one charging station communicate with the user terminal (122). Infrastructure for exchanging accumulator modules (200) of motor vehicles (110) consisting of at least one vehicle network (100), an automatic changing station (300) or manual changing station (330) and a charging station (140) Claim 17 characterized in that the user (124) can obtain information about the state of the accumulator modules (200) in the vehicle (110) through at least one user terminal (122). Infrastructure for exchanging accumulator modules (200) of motor vehicles (110) consisting of at least one vehicle network (100), an automatic changing station (300) or manual changing station (330) and a charging station (140) Claim 17 CHARACTERIZED IN THAT the user (124) may issue instructions to at least the automatic changing station (300) or the charging station (140) through at least one user terminal (122).

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